US20130241274A1 - Hydraulic unit - Google Patents
Hydraulic unit Download PDFInfo
- Publication number
- US20130241274A1 US20130241274A1 US13/880,485 US201113880485A US2013241274A1 US 20130241274 A1 US20130241274 A1 US 20130241274A1 US 201113880485 A US201113880485 A US 201113880485A US 2013241274 A1 US2013241274 A1 US 2013241274A1
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- US
- United States
- Prior art keywords
- connection
- piston
- hydraulic unit
- pressure medium
- medium chamber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 238000007789 sealing Methods 0.000 claims description 13
- 230000000694 effects Effects 0.000 claims description 5
- 230000001105 regulatory effect Effects 0.000 claims description 3
- 238000005429 filling process Methods 0.000 claims description 2
- 239000002184 metal Substances 0.000 claims description 2
- 230000000717 retained effect Effects 0.000 claims description 2
- 238000004073 vulcanization Methods 0.000 claims description 2
- 230000001172 regenerating effect Effects 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
- B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
- B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
- B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
- F15B1/04—Accumulators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
- F16L55/00—Devices or appurtenances for use in, or in connection with, pipes or pipe systems
- F16L55/04—Devices damping pulsations or vibrations in fluids
Definitions
- a hydraulic unit for a motor vehicle brake system of the type indicated is known from EP 0 950 004 B1.
- the hydraulic unit has, downstream of the outlet valves, a pump suction path to which a low-pressure accumulator is connected; a spring-loaded non-return valve via which the pump suction path is connected to a pump is arranged downstream of the low-pressure accumulator.
- the pump suction path is normally isolated, by means of a reversing valve which is closed in the rest position, from a pressure medium connection leading to a brake pressure sensor, it being necessary for the spring closing force on the non-return valve to be designed sufficiently large to reliably prevent pressure medium of the brake pressure sensor from flowing into the low-pressure accumulator as soon as the reversing valve is opened.
- a translationally moved piston is received in a fluid-tight manner in a storage chamber provided in the low-pressure accumulator for storing the pressure medium, it being necessary, in order to ensure self-emptying of the low-pressure accumulator, for the actuating force of a piston spring to be designed large enough to be able to overcome, in addition to the piston friction, the relatively large closing force of the non-return valve spring arranged downstream of the low-pressure accumulator.
- the correspondingly strong spring-loading of the non-return valve prevents the formation of underpressure in the wheel brakes, with only low required brake pressures, while the pump is running.
- the relatively large preloading force of the stiff piston spring has the disadvantage that, during anti-lock braking control, a high hydraulic actuating force is necessarily required in order that volume can be taken up by the low-pressure accumulator, which high hydraulic actuating force in turn impairs rapid pressure reduction in the wheel brakes.
- a high hydraulic actuating force is necessarily required in order that volume can be taken up by the low-pressure accumulator, which high hydraulic actuating force in turn impairs rapid pressure reduction in the wheel brakes.
- the correspondingly strong spring-loading of the non-return valve represents a further obstacle.
- An aspect of the invention aims to improve a hydraulic unit of the type indicated to the effect that, while incurring as little constructional and functional outlay as possible, better response behavior of the low-pressure accumulator and of the non-return valve is achieved.
- An aspect of the invention aims to make it possible for pressure in the wheel brakes to be reduced as rapidly as possible in order both to prevent the wheels from locking in all conditions during conventional anti-lock braking control, and, during regenerative braking in which the outlet valves of the regenerative braking circuit are open, to allow the braking pressure generated by the driver predominantly to reach the low-pressure accumulator of the regenerative braking circuit and not the connected wheel brakes.
- a further object of the invention is considered to lie in preventing the occurrence of underpressure in the wheel brakes when the outlet valves are open and the pump is activated, without having to resort to the use of a stiff non-return valve spring.
- FIG. 1 is a hydraulic circuit diagram for a brake system with a schematically represented closing function of a piston arranged movably in the low-pressure accumulator,
- FIG. 2 shows a longitudinal section through a suitable constructional implementation of the low-pressure accumulator represented schematically in FIG. 1 .
- FIG. 1 is a diagrammatic representation of the circuit structure within a hydraulic unit 17 for a motor vehicle brake system operating on the return principle.
- a brake circuit of a circuit arrangement implemented as a dual-circuit brake system is shown.
- a master cylinder connection 18 of the dual-circuit brake system connects the hydraulic unit 17 to a brake pressure sensor 19 , the master cylinder connection 18 being connected within the hydraulic unit 17 to the wheel brake connections 20 via a plurality of pressure regulating valves arranged in a brake circuit to which a pair of wheel brakes 21 are connected.
- an inlet and an outlet valve 22 , 23 are associated with each wheel brake 21 , a return line which opens via a first connection 1 into the pressure medium chamber 4 of a low-pressure accumulator being connected downstream of each outlet valve 23 .
- the return line is connectable on the one hand to a pump 27 via a second connection 2 and a non-return valve 7 arranged in the second connection 2 downstream of the pressure medium chamber 4 , but on the other hand is disconnected, outside an autonomous braking intervention, from the brake pressure sensor 19 via a reversing valve 24 which is closed in the rest position.
- the two inlet valves 22 are open when unenergized in the rest position.
- the isolating valve 25 inserted in the brake line upstream of the pump pressure connection makes possible for each brake circuit, over and above the actual anti-lock braking control function and in cooperation with the electrically actuable reversing valve 24 , both traction control and autonomous braking operation, for example for the purpose of stability control.
- the invention provides that, in the rest position of the piston 3 , the hydraulic connection between the pressure medium chamber 4 and the second connection 2 is disconnected while nevertheless, the pressure medium chamber 4 remains hydraulically connected to the first connection 1 , so that pressure medium can at all times be discharged from the wheel brakes 21 into the pressure medium chamber 4 .
- the low-pressure accumulator In the rest position of the piston 3 illustrated, therefore, the low-pressure accumulator is initially empty, or the volume content of the pressure medium chamber 4 is restricted to a minimum.
- Fluid can then flow through the non-return valve 7 , inserted in the second connection 2 , in the direction of the pump 27 practically without resistance since, as a result of the isolating effect of the piston 3 , the provision of a non-return valve spring is in principle no longer essential.
- an elastic sealing element 6 is provided between the piston 3 and the second connection 2 and ensures, in the rest position of the piston 3 , an absolutely fluid-tight disconnection of the hydraulic connection provided constructionally between the second connection 2 and the pressure medium chamber 4 .
- the sealing element 6 is combined in an especially compact structure with the non-return valve 7 , which blocks in the direction of the low-pressure accumulator. 26 , to form a valve assembly which can be handled independently and which is fastened non-positively in a stepped bore 8 of a housing end wall 9 of the low-pressure accumulator 26 which delimits the pressure medium chamber 4 and into which the second connection 2 opens.
- the valve assembly has a substantially tubular valve housing 10 , on the flared end portion of which oriented towards the second connection 2 a valve ball 12 received in a conical valve seat 11 is provided, while the elastic sealing element 6 , which is retained non-positively and/or positively, preferably by vulcanization of a rubber seal, on the tubular housing 10 , is fixed to the end portion of the tubular valve housing 10 oriented away from the second connection 2 .
- the valve ball 12 is additionally positioned precisely on the valve seat by means of an especially soft spring 13 , so that small hydraulic forces in the pressure medium chamber 4 are sufficient to lift the valve ball 12 from its valve seat 11 with extremely low resistance.
- the end of the spring 13 oriented away from the valve ball 12 is supported in a cage 14 which is fixed by means of a crimped flange 15 to a collar 28 of the tubular housing 10 .
- the valve housing 10 is fixed along the collar 28 in the stepped bore 8 of the low-pressure accumulator 26 .
- a calking die is introduced from outside into the pressure medium chamber 4 and plastically deforms the stepped bore 8 to form in the region of a step a projection which extends beyond the crimped flange 15 on an oblique shoulder of the flared collar 28 .
- the piston 3 is therefore fitted into the pressure medium chamber 4 only after the valve assembly has been inserted and calked into the stepped bore 8 .
- the sealing element 6 of the tubular valve housing 10 extends as far as a cup-shaped depression 16 provided in the crown of the piston 3 , against which the sealing element 6 rests in a fluid-tight manner in the rest position of the piston 3 illustrated, in order to isolate the second connection 2 from the pressure medium chamber 4 .
- the contour of the piston 3 and that of the closing lid 31 are produced by deep-drawing from thin sheet metal, so that a compact overall structure with a high density of integration is produced in the low-pressure accumulator 26 , especially with regard to the piston spring 5 , the piston 3 and the valve assembly.
Abstract
Description
- This application is the U.S. National Phase Application of PCT/EP2011/068285, filed Oct. 20, 2011, which claims priority to German Patent Application No. 10 2010 042 747.0, filed Oct. 21, 2010, the contents of such applications being incorporated by reference herein.
- The invention relates to a hydraulic unit for a motor vehicle brake system which operates according to the return principle.
- A hydraulic unit for a motor vehicle brake system of the type indicated is known from EP 0 950 004 B1. The hydraulic unit has, downstream of the outlet valves, a pump suction path to which a low-pressure accumulator is connected; a spring-loaded non-return valve via which the pump suction path is connected to a pump is arranged downstream of the low-pressure accumulator. Furthermore, the pump suction path is normally isolated, by means of a reversing valve which is closed in the rest position, from a pressure medium connection leading to a brake pressure sensor, it being necessary for the spring closing force on the non-return valve to be designed sufficiently large to reliably prevent pressure medium of the brake pressure sensor from flowing into the low-pressure accumulator as soon as the reversing valve is opened.
- A translationally moved piston is received in a fluid-tight manner in a storage chamber provided in the low-pressure accumulator for storing the pressure medium, it being necessary, in order to ensure self-emptying of the low-pressure accumulator, for the actuating force of a piston spring to be designed large enough to be able to overcome, in addition to the piston friction, the relatively large closing force of the non-return valve spring arranged downstream of the low-pressure accumulator. During anti-lock braking control, the correspondingly strong spring-loading of the non-return valve prevents the formation of underpressure in the wheel brakes, with only low required brake pressures, while the pump is running.
- The relatively large preloading force of the stiff piston spring has the disadvantage that, during anti-lock braking control, a high hydraulic actuating force is necessarily required in order that volume can be taken up by the low-pressure accumulator, which high hydraulic actuating force in turn impairs rapid pressure reduction in the wheel brakes. As already mentioned, the correspondingly strong spring-loading of the non-return valve represents a further obstacle.
- An aspect of the invention aims to improve a hydraulic unit of the type indicated to the effect that, while incurring as little constructional and functional outlay as possible, better response behavior of the low-pressure accumulator and of the non-return valve is achieved.
- An aspect of the invention aims to make it possible for pressure in the wheel brakes to be reduced as rapidly as possible in order both to prevent the wheels from locking in all conditions during conventional anti-lock braking control, and, during regenerative braking in which the outlet valves of the regenerative braking circuit are open, to allow the braking pressure generated by the driver predominantly to reach the low-pressure accumulator of the regenerative braking circuit and not the connected wheel brakes. A further object of the invention is considered to lie in preventing the occurrence of underpressure in the wheel brakes when the outlet valves are open and the pump is activated, without having to resort to the use of a stiff non-return valve spring.
- Further features of the invention are apparent from the individual patent claims and from the description of an exemplary embodiment with reference to two drawings, in which:
-
FIG. 1 is a hydraulic circuit diagram for a brake system with a schematically represented closing function of a piston arranged movably in the low-pressure accumulator, -
FIG. 2 shows a longitudinal section through a suitable constructional implementation of the low-pressure accumulator represented schematically inFIG. 1 . -
FIG. 1 is a diagrammatic representation of the circuit structure within ahydraulic unit 17 for a motor vehicle brake system operating on the return principle. A brake circuit of a circuit arrangement implemented as a dual-circuit brake system is shown. Amaster cylinder connection 18 of the dual-circuit brake system connects thehydraulic unit 17 to abrake pressure sensor 19, themaster cylinder connection 18 being connected within thehydraulic unit 17 to thewheel brake connections 20 via a plurality of pressure regulating valves arranged in a brake circuit to which a pair ofwheel brakes 21 are connected. In order to regulate the pressure within thehydraulic unit 17, an inlet and anoutlet valve wheel brake 21, a return line which opens via a first connection 1 into thepressure medium chamber 4 of a low-pressure accumulator being connected downstream of eachoutlet valve 23. The return line is connectable on the one hand to apump 27 via asecond connection 2 and anon-return valve 7 arranged in thesecond connection 2 downstream of thepressure medium chamber 4, but on the other hand is disconnected, outside an autonomous braking intervention, from thebrake pressure sensor 19 via a reversingvalve 24 which is closed in the rest position. - According to the valve rest position of the electromagnetically actuable pressure regulating valves which is shown, the two
inlet valves 22, as well as anisolating valve 25 arranged in the brake line between themaster cylinder connection 18 and upstream of theinlet valves 22, are open when unenergized in the rest position. In conjunction with the inlet andoutlet valves valve 25 inserted in the brake line upstream of the pump pressure connection makes possible for each brake circuit, over and above the actual anti-lock braking control function and in cooperation with the electricallyactuable reversing valve 24, both traction control and autonomous braking operation, for example for the purpose of stability control. - As already mentioned, the return line connected downstream of the
outlet valves 23 opens via a first hydraulic connection 1 into thepressure medium chamber 4, delimited by apiston 3, of the low-pressure accumulator 26, thepressure medium chamber 4 being connectable via the secondhydraulic connection 2 both to the suction side of thepump 27 and, via thereversing valve 24, which is closed in the rest position, to themaster cylinder connection 18 leading to thebrake pressure sensor 19, with the further feature that anon-return valve 7, which blocks in the direction of thepressure medium chamber 4, is inserted in the return line in the region of the second connection. - In order now to prevent the occurrence of underpressure in the
wheel brakes 21 when theoutlet valves 23 are opened and thepump 27 is activated in the context of anti-lock braking control, the invention provides that, in the rest position of thepiston 3, the hydraulic connection between thepressure medium chamber 4 and thesecond connection 2 is disconnected while nevertheless, thepressure medium chamber 4 remains hydraulically connected to the first connection 1, so that pressure medium can at all times be discharged from thewheel brakes 21 into thepressure medium chamber 4. In the rest position of thepiston 3 illustrated, therefore, the low-pressure accumulator is initially empty, or the volume content of thepressure medium chamber 4 is restricted to a minimum. In the empty state of thepressure medium chamber 4 thepiston 3 is located in its rest position closing thesecond connection 2 as a result of the effect of thepiston spring 5, so that thepiston 3 assumes the function of isolating thepressure medium chamber 4 from thesecond connection 2 in a simple manner. Consequently, with theoutlet valve 23 open thepump 27 cannot draw pressure medium from thewheel brake 21. Only when sufficient pressure medium is discharged from thewheel brakes 21 does the filling process of thepressure medium chamber 4, initiated via the first connection 1, begin, so that thesecond connection 2 is opened by thepiston 3 only when the forces generated by thepiston spring 5 and piston friction are overcome hydraulically. Consequently, thepiston 3 moves away from thesecond connection 2 only when a sufficient degree of filling of thepressure medium chamber 4 is reached. Fluid can then flow through thenon-return valve 7, inserted in thesecond connection 2, in the direction of thepump 27 practically without resistance since, as a result of the isolating effect of thepiston 3, the provision of a non-return valve spring is in principle no longer essential. - As is apparent from
FIG. 2 , anelastic sealing element 6 is provided between thepiston 3 and thesecond connection 2 and ensures, in the rest position of thepiston 3, an absolutely fluid-tight disconnection of the hydraulic connection provided constructionally between thesecond connection 2 and thepressure medium chamber 4. Thesealing element 6 is combined in an especially compact structure with thenon-return valve 7, which blocks in the direction of the low-pressure accumulator. 26, to form a valve assembly which can be handled independently and which is fastened non-positively in astepped bore 8 of ahousing end wall 9 of the low-pressure accumulator 26 which delimits thepressure medium chamber 4 and into which thesecond connection 2 opens. To achieve a suitable configuration of thenon-return valve 7, the valve assembly has a substantiallytubular valve housing 10, on the flared end portion of which oriented towards the second connection 2 avalve ball 12 received in aconical valve seat 11 is provided, while theelastic sealing element 6, which is retained non-positively and/or positively, preferably by vulcanization of a rubber seal, on thetubular housing 10, is fixed to the end portion of thetubular valve housing 10 oriented away from thesecond connection 2. In the present exemplary embodiment, thevalve ball 12 is additionally positioned precisely on the valve seat by means of an especiallysoft spring 13, so that small hydraulic forces in thepressure medium chamber 4 are sufficient to lift thevalve ball 12 from itsvalve seat 11 with extremely low resistance. The end of thespring 13 oriented away from thevalve ball 12 is supported in acage 14 which is fixed by means of a crimpedflange 15 to acollar 28 of thetubular housing 10. At the same time, thevalve housing 10 is fixed along thecollar 28 in thestepped bore 8 of the low-pressure accumulator 26. For this purpose a calking die is introduced from outside into thepressure medium chamber 4 and plastically deforms thestepped bore 8 to form in the region of a step a projection which extends beyond thecrimped flange 15 on an oblique shoulder of theflared collar 28. Thepiston 3 is therefore fitted into thepressure medium chamber 4 only after the valve assembly has been inserted and calked into thestepped bore 8. This is followed by insertion of thepiston spring 5 and an O-ring 30 which seals thepiston 3 in thepressure medium chamber 4, which O-ring 30 is placed in astep 29 of thepressure medium chamber 4 and covered by a collar of aclosing lid 31, which is likewise fixed by calking into the low-pressure accumulator 26 at the end face of the hydraulic unit. - As can be seen from
FIG. 2 , thesealing element 6 of thetubular valve housing 10 extends as far as a cup-shaped depression 16 provided in the crown of thepiston 3, against which the sealingelement 6 rests in a fluid-tight manner in the rest position of thepiston 3 illustrated, in order to isolate thesecond connection 2 from thepressure medium chamber 4. Together with the cup-shaped depression 16, the contour of thepiston 3 and that of theclosing lid 31 are produced by deep-drawing from thin sheet metal, so that a compact overall structure with a high density of integration is produced in the low-pressure accumulator 26, especially with regard to thepiston spring 5, thepiston 3 and the valve assembly. -
- 1 Connection
- 2 Connection
- 3 Piston
- 4 Pressure medium chamber
- 5 Piston spring
- 7 Sealing element
- 6 Non-return valve
- 8 Stepped bore
- 9 Housing end wall
- 10 Valve housing
- 11 Valve seat
- 12 Valve ball
- 13 Spring
- 14 Cage
- 15 Crimped flange
- 16 Depression
- 17 Hydraulic unit
- 18 Master cylinder connection
- 19 Brake pressure sensor
- 20 Wheel brake connections
- 21 Wheel brake
- 22 Inlet valve
- 23 Outlet valve
- 24 Reversing valve
- 25 Isolating valve
- 26 Low-pressure accumulator
- 27 Pump
- 28 Collar
- 29 Step
- 30 O-ring
- 31 Closing lid
Claims (15)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010042747 | 2010-10-21 | ||
DE201010042747 DE102010042747A1 (en) | 2010-10-21 | 2010-10-21 | hydraulic power unit |
DE102010042747.0 | 2010-10-21 | ||
PCT/EP2011/068285 WO2012052488A1 (en) | 2010-10-21 | 2011-10-20 | Hydraulic unit |
Publications (2)
Publication Number | Publication Date |
---|---|
US20130241274A1 true US20130241274A1 (en) | 2013-09-19 |
US9102310B2 US9102310B2 (en) | 2015-08-11 |
Family
ID=44992874
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/880,485 Active 2032-05-04 US9102310B2 (en) | 2010-10-21 | 2011-10-20 | Hydraulic unit |
Country Status (7)
Country | Link |
---|---|
US (1) | US9102310B2 (en) |
EP (1) | EP2630018B1 (en) |
JP (1) | JP5940550B2 (en) |
KR (1) | KR101948335B1 (en) |
CN (1) | CN103180187B (en) |
DE (1) | DE102010042747A1 (en) |
WO (1) | WO2012052488A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130093237A1 (en) * | 2010-06-22 | 2013-04-18 | Continental Teve AG & Co. oHG | Hydraulic Vehicle Brake System |
CN106143461A (en) * | 2014-09-12 | 2016-11-23 | 现代摩比斯株式会社 | Braking device for vehicle |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102012222974A1 (en) * | 2012-12-12 | 2014-06-12 | Robert Bosch Gmbh | Method for operating a brake system of a vehicle and control device for a brake system of a vehicle |
CN108138803B (en) * | 2015-10-22 | 2020-03-27 | 伊格尔工业股份有限公司 | Energy accumulator |
JP6723048B2 (en) * | 2016-03-30 | 2020-07-15 | 日信ブレーキシステムズ株式会社 | Liquid pressure generator |
DE102016223629A1 (en) * | 2016-11-29 | 2018-05-30 | Continental Teves Ag & Co. Ohg | Brake system and method for operating a brake system |
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- 2011-10-20 KR KR1020137012926A patent/KR101948335B1/en active IP Right Grant
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Also Published As
Publication number | Publication date |
---|---|
KR20130140021A (en) | 2013-12-23 |
JP5940550B2 (en) | 2016-06-29 |
EP2630018A1 (en) | 2013-08-28 |
EP2630018B1 (en) | 2015-09-09 |
WO2012052488A1 (en) | 2012-04-26 |
DE102010042747A1 (en) | 2012-04-26 |
KR101948335B1 (en) | 2019-04-22 |
CN103180187B (en) | 2015-11-25 |
CN103180187A (en) | 2013-06-26 |
JP2013540073A (en) | 2013-10-31 |
US9102310B2 (en) | 2015-08-11 |
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